Internal-combustion engine.



PATENTED MAR. 17 1908.

' A. G. MELHUISH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JAN.9,1905.

4 SHEETS-SHEET 1.

\ PATENTED MAR. 17, 1908. A.-G. MELHUISH.

INTERNAL'OOM BUSTION ENGINE.

APPLICATION FILED JAN. 9, 1905.

4 SHEETS-SHEET 2.

' No. 882,401. PATENTED MAR. 17, 1908.

A. G. MBLHUISH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JAN. 9, 1905.

4 SHEETS-SHEET 3.

No. 882,401. PATENTED MAR. 17, 1908. A. G. MELHUISH. INTERNAL COMBUSTION ENGINE.

APPLICATION IILBD JAN. 9, 1905.

4 SHEBTS-SHEET 4.

ALFRED GEORGE MELHUISM, OF EMHON'IUN,IFNUIIAXJ).

INTERN.A-IPCOMBUSTION ENGINE.

Specification of Letters Patent.

Patented March 17', 1908.

Application filed January 9, 1905. Serial No. 240,311.

To all 2 .17107): it may (o/Iver:

Be it known that 1, Airman (irxonon tilizr- HUISH, subject of tho King of Groat Britain.

hor constituting residing at Gothic \Vorks. Ang l Road, lldmonton, .\liddlosox, England, have invontod cGrtain now and usot'ul lniprovonionts in or Relating to lntornal-( oniinistion l lnginos, of which the following is n Slkt'llfl'ziiltiil.

This invontu'in rolalos to intornal i-onihustion engiuos, and aims to 'n'orido moans in a l i t that tun inoonnng 'ltziig't ontors dnot-tly into rnannoi as horoinal'tor s t i'ort h, for introdnting the t-hargo into tho ryiindt-r of that typo of engiznin whit'h tho rhargo of air or (Ultihustihlo ltliXtllIt is lirst dran n into tho crank ohainhvr or hohind tho piston, and has .l'or its ohjotto do away with what has horn hithorto a grant ohji-l-tion. nainoly tho hatlhplato i'ordollot'ting tln= inr-otning rha';

In dvst-rihing tho invoniion in dt-tail roh-rtau-o is had o tho atooinpairving drawings. which for n a part of this sporilit'atioi'i and in \VlliCli lllit rol'rri-ni-o i'lifltnl'titS (ltli ilt t'orrosponding parts throughout tlli sororal \iows,

; nation 2 and opens at a wuio outward anglo andin tho drawings Figurov t is a sootional ('lt'Vnliuii ol' an in ttrnal oonihustion ongino in :nw-ordanw w ith this invention. Fig. 2 is a likv "vii-w at right angles to that shown in Fig. i. Fig. I? is a lan VitW. Fig. 4 is a st-rt'ion on lino r! of Fig. 1. Fig. 5 is a plan oi tho rranh t-nsing onlino b -l) ol Figv I. Fig. l) is a sorti nal detail. Fig. 7 is an (-loration ol' lllt ongino. Fig. 8 is a sovtion of a vylindor of an onginv having no crank chanihor. Fig. is a (FOSS snotion of an ongino with a lll ttlilittl form of oxhaust oponing, and, Fig it) is an olvvation ol'thosan'io.

Referring to tho drawings in rotorran-o oharat-tors tho (-ylindor ooniprisis an nppor ()l"'li.\t(i sottion 2 and a. lowoi or shil tahh sootion t and, surrounding tlusm-tion "I is a jaohot :3, whi -h torniinatos at its nppor ond in tho lowor ond oi tho 'lixod sot-lion L ol' tho rrlindor and hotwovn tho jatkot 5 and shit't ahlo sort-ion of tho rylindor a passagt i is i'Htlltti, whivh opons into tho oylindt-r at a point at tho (*Xi roino out stroko of tho piston IY-Qand whirh l'urthorinoro loads to tho crank ohanihor 4t as shown in Fig. 1,01 lHlllIHl the pi ton 23 as shown in Fig. 8.

('ou niunivating with tho passag t is a port i" which opons into tlnhollow oxtonsion 1 in tho hotton'i ol' whivh is tixvd an an ixular inoinht-r l", thruppor (an. of said, morna .alYo soat lor the check in tilgo t 5.

vain .1. Communicating with tho nionihor i" is an inlot pip: i

'lh upper portion ol' the jttthtt 5 is substantially t-onit-al in (-ross section and tho uppor portion ot llll shil'tahlo sovtion 4 conforms in t-oiitour to tho nppor portion of tho iarkoi'; 5, so that tin uppor portion ol tho passago i wiii in dirot'tod inwardly and oomlilttilitalts with tho intvrior oi tho cylinder and at an inrlinationfitho anglo bring such tho \'lili(ltl' in a .'(Hii(':ll stream, and, mooting in tho t-ontor oi' tho station 2, arisos as a t'tntral w'oh nrn and iinpiogt-s against tho t-ylindor hvad. hon rot'urns in an tinihrollaliko fa hion. as ilHlittiltWl hv tho arrows and oniirt-iy swoops out tho prodtu-ts ol' (*oinhnstion roniaining in tho sottion 2 that havo not prorioustv svapod at tho oxhanst.

'lho oxhaust is indiratod by tho rnl'oronoo t'liilltl 'ltl' 7 and is forinod in tho sooiion 2 of tho vylindor in t'loso proximity to tho point of (*oniu-otion hotwoon lilt int-hot 5 and tho dirort'ly to tho air. as shown in Fig. 1, or such anghopr-ning may form a r-hamhor loading to tho vxhanst, as shown in Fig. 9.

'lho piston rings 8 air wider than tho slots l and 7 and thrrrank ohanihor 6 is formed with a solid piooo t), whioh stands rontrally and ot-oupios sin-h a position th t when tho piston 3 is at tho loworinost point ol its stroko tho vontor of tho piston 3 is noarly tiilod up, as is illustratod in Figs. 1 and '2, praotioally the only spin-o lol't hoing that of a slot 10, in tho solid pioto i), in whioh tho oonuocting rod 11 oscillates, and in. thus lilling tn) the spat-o tho ono 'al captivity of tho Crank 0 rams aro sorow-throadod and tngago with sorow t'liroads l'ortnod on tho innor l'aoo oi the By such an arra goinont tho sootion of tho cylinder is connected to the jacket 5 and it also permits of the said sooticn 4 being shifted or adjusted so as to increase or decrease the Width of the slot 1 at the top thereof so that the desired amount of combustible mixture or the desiredpressure of the said passage can be increased or d ecreased.

2. An internal combustion engine having a cylinder formed of a fixed and a shiftable section, a jacket surrounding said shiftable section and terminating at one end in said fixed section, said jacket and said shiftable section forming a passage for the supply of the combustible mixture, said jacket having its inner face' provided with screw threads, and screw-threaded ribs carried by the shiftable section and engaging the screw threads of the jacket for adjustably connecting the shiftable section to the jacket, thereby permitting the increasing and decreasing of the width of said passage.

3. An internal combustion engine comprising a cylinder formed of a fixed. and a shiftable section, a jacket surrounding said shiftable section and having its upper ortion extending towards and connecter to said fixed section, the upper portion of said jacket being substantiallyoconical in cross section, said shiftable section of the cylinder having its upper portion corresponding in contour to the shape of the upper portion of said jacket, said jacket and said shiftable section torming a supply passage for the \coinbustible char e, and means for adjustabl connecting the shiftable section to the jac et for increasing and decreasing the width of the passage.

4. An internal combustion engine comprising a cylinder formed of a fixed and a shiftable section, a jacket surrounding said shiftable section and. having its upper ortion extending towards and connecte to said fixed section, the u per portion of said jacket being substantiz ly conical in cross section, said shii'table section of the cylinder having its upper portion corresponding in contour to the shape of the upper portion of said jacket, saidjacket and said shiftable section forming a supply passage for the combustible charge, and means carried by for adj ustably connecting the shiftah. section and jacket together, thereby permitting the increasing and decreasing of the Width'cf said passage.

5. An internal combustion engine having a cylinder formed of a fixed and a shiftable section, a jacket surrounding said shiftable section and terminating at one end in said fixed section, said jacket and said shiftable section forming a passage for the supply of the combustible nnxture, and means for adjustably connecting the shiftable section to the jacket thereby permitting the increasing and decreasing of the width of the passage.

In testimony whereof I have hereunto set Witnesses PERCY E. MATTOOKS,

H GH HUGHES.

the shiftable section and en a in the acket my hand in presence of two subscribing wit- 

